Underframe for railway-cars.



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UNDERFEME FSB EAELWY CARS.

(Application filed Jan. 12, 1900.)

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(Application filed Jan. 12, .19004) amandes.) a sheets--shem 3.

dreist Aren einem in, nnnsnn, orientieren, PENNSYLVANIA, AssiG'NoR To Trui,

STEEL CAR COM'PANY, OF PITTSBURG, PENNSYLVANIA.

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snncrrosroti forming peut of Letters Potent No. 650,792, dated May 29, i 900.

Applicants and January 12. reco. sel-n1 nb. 1.215. un man.)

70 all whm it may concern.- l

Be it known that l, JOHN lll. HANSEN,2. citizen of the United States, residing et Bellevue, 5

.in the county or" Allegheny and State of Pennsylvenis,heve invented e. certain new end useful improvement in Underi'remesfor Reilimy-Gers, ci which the following is e ulLcleer, and erect description.

The object of this invention is to provide n very stiff, rigid, and strong instel underfreme for railway-cere und upon which e. body of any suitable materiel or construction may be erected, end which underf'rdme may be readily repaired.

The best manner in which l lieve contemplated applying the principle of my invention comprehends the use of center sills of rolled steel in channel form set on edge, e. bolster built up or e series' of pressed-steel shapes,

draft rigging sills or beams of rolled or pressed steel channel shape, and suitable side `lsills nud end sills,- sll united and braced or reinforced, es l will proceed now more particularly to set forth und' uelly'cleim.

ln the nccompnnyingdrevvings, illustrating my invention, in the severe] figures of which like perte ere similarly designated, Figure l is e top plsu view of one-heli of an underfrcme, illustrating the features of the-present invention. Fig. 2 is e longitudinal section tellen about midway between the center sills. Fig. die e. section, the left-bend side of which is in the plane of thelongitudinal center of the bolster nud the right-hond side of which is in the piene of the right-bend end of Fig. 1. Fig. i is e transverse vertical section ci"` the nnderirsrne, teken in the plane of the center of the bolster. lig. 5 is o transverse section substantially in the pleno of lino 5 5, Fig.. 1, lookingtowerd the right. Fig. 6 is e perspective view-of the bolster end its adjacent parts.

The parallel center sills c are mede, preferably, of rolled-motel channel-beams, steel be ingpreferred, end set on edge and with their flanges facing one another. These 'center sills ,extend from bolster to bolster.I

b b' ere the side sills, which may be of pressed-steel eimunel shapes, having swelled or bellied centrati portions le' to teilte the galileo of irusserodet '.llie sido entend from ond to end of the car, end preferably each ifs of single piece. The center sills and the side sills are connected to one another bymeaus of trensoms cand d endl obliquelyI-erranged,

braces e, and the creces e may be secured to the side sills by brackets f, riveted to both,` nud seid braces may be secured to the center sills by br'iickets y', riveted to both. The tram soms c and d, as x'own more especially in Fig. 2, are U Shop in cross-section, while tlie braces e tre L/shape.' The'side sills re riv-4 eted or otherwise united to the end sills. The center sills are further connected by inter-V posed .diaphragms h, which preferably are clined with the trausoms 'aand d. The transoms d are located adjacent tothebellied portions of' the side sills; and there maybe and preferably are interposed between the said transoms audi/the bellied portions ofthe side sills the brackets t', (see Figs. 3, 4, and 5,) and the effect of these brackets 'i is to truss the side sills, and by this construction I am The center sills in practice stond about tive inches above the upper ilanges of the drftrigging beams, as shown in Figs. 2, 3, 4, and

6, in order to provide ior the nailing-stringl ers 1, Fig. 3, and to inc ease the bearingl'stu'-, face for the tlccringan moreover', such projection of these center sills -ailords annuA strength of the sills without occupying s'p'acc that could be ed veut-egeouely used otherwise, end these objects are effected without in any wiso decreasing' the cubic capacity of the carbod l l v o holsters :tre euch composed of flanged pictos 131,* (seo Fig. 4 especially und also '.96 vchcrege for the' car-bodyvwhich'restrains or prevents its sidewise-movement ou the undelw `iframe end,further, adds materially tothe- IOO Fig. 6,) and these flanged plates are riveted to the side sills and the draft-rigging sills, and similar or shorter flanged plates n are arranged between the draft-sills and riveted to them. On top of the flanged plates m and n is riveted a. straight flanged cover-plate o, which extends continuously from sido sill to side sill, and below the flanged plates -m and on both sides ofand beyond thc bolster proper In order, furto reinforce the bolster', l use the lateral draft-rigging sills, substantially as is shown in Fig. G.

Inasmuch as the draft-rigging and its appurtenances receive the greatest strain and shock in use and are thus more frequently my construction I attain this and side sills, and these gusset-plates are riveted to the flanges ofthe end. sills and of the side sills. By this provision of double gussets the corners are fully protected againstdeformation bythe neeof pushpoles.

Iprefer to use a pressedsteel end sill of substantially the construction illustrated in the drawings and ne nov. mede by the Pressed Steel Car Company. it will be observ d that the top plate ool 'the bolster serves as a coverplate and that the plate p, extending lengthwise of itself to or beyond the side bearings and extending lengthwise of the under-frame and united to the center sills, serves as a tie plate or gusset in tying together the center sills and draft-sills and bolster.

The body u of the car may bc of any approved construction of Wood or metal or a combination of Wood and metal. v

Some oi the advantages resulting from this construct-ion of steel nnderframe as compared .vith a wooden underi'raine are, first, that it is a self-contained structure and is sufficiently strong itself to carry the load, be-

ing in no wise dependent for strength on the car-body; second, that forthis reason the nceessity for the Ordinar repairs to the carbody is eliminated; third, because of its stiftness and rigidity there is no liability oi its sagging and thereby causing a saggingr ottll'e car-body, resulting in a leaky roof, bulging sides, improper fitof doors, and the like, and, finally, the cubic capacity ofthe car is practically increased five per cent. over that of a wooden car within the same over-all dimensions.

XJhile l have designed this underranie for box-cars especially, I do not mean to limit my invention .to that one application thereof, since it is obvious that it is adaptable to other and practically all forms of cars and especially freight-cars.

That I claim isl. A metallic underframe for cars, comprising holsters, center sills extending from bolster to bolster and rising above the same to receive the floor nailin g-stri ps and restrain or prevent sidewise movement of the car-body on the underframe, and draft-rigging beams or sills alined with said center sills in length only, substantially as described.

f2. In a metallic underirame, rolled channel center sills and independent rolled channel draft-rigging sills riveted to the center sills, substantially as described.

3. In a metallic underframe, center sills exbolster, draft-rigging bolsters built up between the side sills and center sills, substantially as described.

1t. In a metallic underframe, side sills and center sills, combined with fianged plates arranged between the said sills and riveted to them, and similar fianged plates arranged between the center sills'and riveted to them, a cover-plate extending from side sill to side sill continuously and riveted to the flanged platcsaforesaid, and a tie-plate riveted to the lower flanges of the flanged plates and tho center sills, substantially as described.

5. .in a metallic underframe, side sills and center sills, combined with flanged plates arranged between the said sills and riveted to them, and similar flanged plates arranged bevreen the center sills and riveted to them, s cover-plate extending from side sill to side sill continuously and riveted to the flanged plates aforesaid, a tie-plate riveted to the lower flanges of the flanged plates and the center sills, and splice-bars arranged above the top plate and secured to it and to the cen ter sills, substantially as described.

G. In a metallic underframe, having sideA sills and end sills, the double gusset-plates IOC IXO

interposed between the top and bottom flanges oi' the side lsills and end both at the corners, to reinforce lsuch corners against deformation by use of push-poles,

substantially as described.

7. l'n a metallic under-frame, the combina tion with side sills bellied midway between their ends, center sills, and transoms and truss-brackets interposed between the said transoms and the bellied portions of the side.

sills and secured to both, substantially as described.

E. A steel underframe for cars, comprising side sills and end sills connected together, interposed gusset-plates at thei rjunctnres, center sills rising above the ing only from bolster to bolster, transoms and braces connecting the side sills and center sills, draft-rigging sills secured to the center sills and riveted t0v sin@ sins and extend! sills below their top1evels,end.biltupbol my baud this BLli day of December,' A. E?!

sters connecting the varioj'ls sillsand includ- 18991 ing a top cover-plate extending continuously across the underframe from side sill to side K JOHN M'IHANSEN 5 sill, and a-bo'ttom tie-plate, substantially as Witnesses: A

described. E. J. REULBAQH,

AIn testimony whereof I have he'reuntoseig C. E. POVSTLETHWTE. 

